Aerial apparatus.



PATENTED MAY 19, 1908. C. J. A. FIESSE. AERIAL APPARATUS. APPLICATION FILED 00131. 1901.

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WITNESSES UNITED sTATEs PATENT o-EErcE.

CHARLES J. A. FIESSE, OF WASHINGTON, DISTRICT OF COLUMBIA.

AERIAL APPARATUS.

Specification of Letters Patent.

Patented May 19, 190s.

Application led October 31, 1901. 'Serial N o. 80,680.

Same.

This invention relates to aerial navigation, rovides an improved construction of dirigible balloon in combination with an improved aeroplane.

The invention has for its Irfain objects:

First, to prevent the bursting or collapse of the envelop when the airship tends to rise too rapidly to a higher altitude, by reason of either an accidental or voluntary loss of weight carried in the car, the aeroplaneacting as a kind of reversed twowinged para chute to retard sufficiently the ascensional movement of the airshi to give ample time to compensate for the lbss of weight by an equivalent loss of gas.

Second, to rovide, by the addition to the balloon of a arge aeroplane, or horizontal sail, a compensating power device intended (A) to make up for the loss of ascensional power caused by dierent agencies, but chiefiy by the air flowing against the surface `of the balloon and thereby cooling the envelop and gas therein, with a rapidity proportional to the temperature of the air at -the elevation in which the balloon moves, and to the s eed imparted to the airship by the prope ler; said loss of ascensional power necessitating the throwing out of ball-ast, notwithstanding the fact that the weight of the car or basket is constantly reduced by the consumption of fuel in running the motor, and consequently requiring a heavy supply of ballast, or causing the aeronauts trip to come to a speedy end, thus preventing a long aerial voyage; (B) to make up for the dilatation ofthe gas when the balloon travels with the wind in a favor-able aerial current and absorbs more heat from the'suns rays than it gives out by radiation and contact with the air (C) to obviate the necessity of throwing out ballast or losing gas if the aeronaut should Want, in the 'course of a voyage, either to rise to a higher altitude, particularly aboveclouds, to

find out if there is a favorable current, or to lower the air ship below the clouds to find out if the inferior current is more favorable for travel than the superior current, so as to take advantage of the favorable current, be it superior or inferior, to dispense with the use of the motor, thus saving fuel and enabling the aeronaut to accomplish a longer voyage.

Third, to insure the safety of the aerial passengers by the retarding efl'ect of the aeroplane, acting asa huge sustentator or parachute, when the airship descends to the ground.

Fourth, to enable the aeronaut to maintain the balloon against a strong wind when 'at anchor and held captive in mid-air, the

lifting action of the wlnd on the aeroplane counterbalancing the lowering action of the wind on the front part of the balloon.

A further object of my invention is to take advantage ofthe existence of superior and inferior strata of different velocities in aerial currents. It is a well known fact, that at the height' of one mile the average velocity of the wind is four times as great as at the surface 5 a fact ascertained by many aeronauts, notably by Glaisher, the 8th of April, 1863, when the balloon mounted by that savant showed a velocity of 80() meters per minute, while the anemometers at theGreenwich observatory, from which the ascension took place, showed only meters per minute. For this purpose I add to the aforesaid combination a depending attachment intended .to support and guide through the air, at a proper' distance below theballoon, a large drag sail, to enable the aeronaut, traveling over land or water with a favorable aerial current, to keep or maintain the balloon at the desired altitude, by the action of the wind `under or upon the surface of the aeroplane,

notwithstanding the effect produced either by the vdilatation of the gas or by its contraction, or yet by the'rain or the condensation of vesicular vapors on the envelop, thus avoiding an expense of gas or ballast which, when often repeated bring the aerial voyage to a speedy end, and, consequently, prevent the crossing of a sea or of a long stretch of continent, unless a large supply of ballast and gas is provided to meet such emergencies,l at the detriment of the carrying capacity of the airship for goods. The addition ofsaid drag has alsolthe object of retarding the course .of the airship when carried out of its course by too strong a wind.

' A stillfurther object of my invention is, by

the addition of another sail to the depending lattachment Supporting the aforesaid dragsail, to enable the aeronaut, when facing the I wind, so as to` present to the aerial current a minimum of opposing surface, to deviate the course of the airship either vto the right or to the left of the direction of the wind by y means of said sail, in conjunction with the use oi the motor and propeller, if the course of the aerial currentV in which the balloon stands is not favorable to reach a desired point.-

-A last object of my invention is to insure to the aerial passengers greater safety by the addition, eitherv under or on the sides 'of the car or basket of the airship, of two collapsing air-casings for the purpose of acting as. an

air-cushion whenthe basket strikes the ground in the landing operation at the end of A vvertical cross-'section ofthe airship, withthel same letters ofrei'erence: Figure 1 is a perspective view of an apparatus embodying my invention complete y equipped and in a state of ascension; Fig. 2 is a similar view Awith a portion of the cab broken away to illustrate the controlling -devices therein, said view also showing a slight modification of the aeroplane which is shown in action; Fig. 3 is a detail sectional view, on an enlarged scale, of the air-chamber in the car for controlling' the supply of air to one of the compartments ofthe balloon. 4 is a aeroplane'show in the same position as in Fig. 1`. Fig. 5 .is a erspective view of the air-ship, shown in ig. 2, traveling lagainst the wind, the aeroplane being in action.

v Fig.l 6 is an enlarged vertical cross-section of the upper portion of theapparatus as shown deviator-sail.

i elongated, buoyant body, havin ends. .The inlatable envelop At in Fig. 5. Fig. 7 is a perspective view of the depending attachment with drag-sail -and Fig. 8 is a detail view', partly in section, of-the anchor. Fig. .-9 is a detail fragmentary view showing a suitable coll-4 struction of the stay-rods.

The a paratus comprisesin the main a buoyantlballoon, a car vsuspended therefrom, and an aeroplane attached to the balloon, together with a depending attachment supporting a drag-sail and an obliquely-dlsposed deviator-sail above said depending attachment. v

A denotes the balloon, consisting oi an conical ereof `is -iorces its way through the air.

'ducing the capacity of senesi made of suitable impervious fabric adapted l to withstand high internal pressure when opposing stron winds. Along o of the centra portion of the' ba cured longitudinal stay-rods, A A3, two parallel rods at each side,'which are preferably incorporated in the envelop by means of tucks in the fabric. These stay-rods are intended to distribute the strain, and secure permanence oi form, straightne'ss'and rigidposite sides 0011 are Se'- ity of the balloon, thereby guarding against curvature and flapping which is so detrin mental to the motion of the balloon as it rods may be formed of sections oi metallic tubing iilled with cores of wood or other light material to stilien them, the sections being detachable to ermit disconnection and packing in a small) compass fory storage or transportation. A similar stay-rod A2 is arranged along thebottom oi the balloon, secured in a ytuck of the fabric; and shorter rods A4 are likewise secured to theA under sides of the conical ends oi the balloon;` they latter rods A4 being connected to the central rod A2 so asto co-act therewith in strength-` ening and stifiening the inflatable body and its conical ends.

The balloon A is reierably interiorly divided transversely Pby a longitudinal diaphragm -or web a2 into two compartments a and a', for buoyant as and air respectively, which fare supplied omsuitable apparatus within the car, as hereinafter explained.

When the air-compartment a.' is iniiated, the

diaphragm is raised, as shown in Fig. Zi,- rethe gas-compartment a; but said air-compartment may be Said staypartially or wholly emptied of air, and the gas-compartment or mam buoyant portion of the balloon permitted to develop to its full extent. i

The car orbasket, suspended 'from the balloon, preierablyconsists of an elongated triangular frame l material, supporting a central housing or cab C for the operators and passengers, and

the machinery and implements employed 1n operating the airship. 'In this case the frame by suspension wires or ropes c; said wires being connected to the rods by assing them through both the rods and the i) cables or cords a3 pass upward and over pulleys a4 attached to the .stay-rods A3, which latter are above and parallel with the rods A. Thence said cords a3 pass downward to the cab'C, which they enter beneath pulleys a5, and they may be secured by any suitable meanswithin the cab. By pulling down on said cords a? (which `may be connected to a suitable powerdrum), the two sets oi' stay-rods A 'and A3 will be drawn tom' ward each other, an the fabric between said C of bamboo or other light C is suspended from the stay-rods A" abrio inclosing them. From said stay-rods A smalll rods will befolded together; so that if, for any the fabric can be readily taken up to effect a reduction in size and thus maintain the roor cables c are also arrange between the conical ends 'of the balloon and the ends of the car.

Tanks D D are placed at the ends of the frame C, one at each end, to be partially filled with water ,or other liquid, and connected by a pipe d leading through the cab C. A pum C2, located in the cab, is connected into t e pipe d, so that the liquid may all be pumped into either tank, or may bedivided 1n any required proportions between the two tanks, thus serving as a means for changing the inclination of the apparatus. This liquid will also serve as ballast, -to be ejected from the car by' the pump, when necessary.

It is well known that apparatus of this character are extremely sensltive to any increase or decrease in weight, or any change of location of weight. Hence, if the amount of liquid in the two tanks be equal, the apparatus will ordinarily maintain a substantially level position. But if some of the liquid in one tank be pum ed into the opposite tank, the equipoise wil be destroyed and the ballooncaused to tilt, according to the amount of weight" thus transferred. This contrivarice gives the operator control of the inclination of the apparatus, as Well asproviding a more regular and easier disposal of ballast.

For propelling the airship, a motor C3, preferably of great power and' comparative lightness, is carried by the car, the same being shown housed within a cab e therefor.. Said motor drives a shaft E which carries a propeller E at the stern or rear end ofthe car frame. -A rudder F is also mounted upon the car frame and supplied with operating cords ff which lead into the cab C within reach of the operator. y

For supplying air under pressure to the air-compartment a of the balloon A, a pipe G extends from said compartment down into the cab C, and is connected to an air pump C4 of any suitable construction; a chamber g (Fig. 3l being attached at the lower end of the pipe'G- and having a valve g therein communicating through said pipe with the cornpartment a, and having, a valve' g2 located etween the chamber and the connection to the supply pump C4, and an outlet valve g3 leading from the chamber to the open air. Said chamber may also be provided with a pressure gage, as shown, for ascertaining the pressure of the air at will. By this means, the air-compartment a under the balloon may be supplied with air under any degree of pressure and the required pressure maintained. If, however, it is deemed expedient to reduce the pressure, the valveg2 will be For supplying the gas-compartment a with l buoyant gas, a suitable generator inthe cab 1s connected to one or more p1 )es I leadlng to said gas-compartment a; as escape valves H are shown arranged at the top of4 the balloon, each consisting of twowings h hinged together centrally, and held normally closed by springs, operating cords 7L being provided for opening said Valves from the cab. One or more similar valves h may be connected with the air-compartment (L, as shown in Fig. 4, and provided Withan operating cord h2 leading to the cab, so that the air may be suddenly exhausted from said afircompartment, if, for any reason, either by ac-,

cident or intention, the gas escapes from the compartment a so as to perm-it the transformation of the lower part of the balloon into a'kind of parachute resting on the curved aeroplane. The conical ends of the` balloon are also provided with check valves (LX, adapted when opened to permit the gas to escape when the balloon is collapsed, toenable said ends to be also collapsed and properly folded in compact form.

The aeroplane is indicated by the letter J. It is supported between the car-frame and theballoon and is preferably formed of similar impervious fabric, and in two parts and j?, with an open space y' between them the said parts being secured centrally along the lower side of the balloon by the same tuck in the fabric which embraces the stay-rod A2, while their lower edges are provided with and joined together by stay-rods y, which may be hemstitched or otherwise secured into the edges of the fabric, and serve to straighten the fabric and insure proper action of the aeroplane. The said stay-rods j are connected with the cords c c by which the carfrarne is suspended from the balloon; this connection being conveniently made by passing said cords through a ertures in the rods, as shown, or by any ot er suitable means. The aeroplane is thus firmly secured to the stay-rodsand supported in proper position below the inflated body or balloon proper. It may be desirable, in some circumstances, to connect the aeroplane with the inflatable body nearer one end than the other, as by means of a long angular gore of the fabric inserted between the aeroplane and the stayrod A2, as shown in Fig. 2, in order that the aeroplane may be normally supported at a slight angle to the inflatable body; said an-V where the balloon, being under the action of the propeller, is-kept from rising by the action of the air passing over and exerting pressure upon the aeroplane insteadof under it, the other, a single curved surface, as shown in Figs.vv 2 and 3, where the air passes under the aeroplane. In this latter position, the resistance offered to the air by the apparatus, when forcing its way onward, serves to raise the apparatus to a higher level, besides adding greatlyto thesafety yand stability of the apparatus. j

Tubular alr-casings K K of suitable fabric, and referably with conical ends, may be suspen ed upon either side of the cab and are adapted to be inflated with air; the ends of these casings having a ertures or valves, closed by plugs or corksIl, the ordinary pressure from within the casings but may be easily removed. The casings K K, by means of suitably connected cords lc lc, are adapted tol be drawn down beneath the cab when the apparatus is descending, in order toI form air-cushions to receive the irnpact with the earth, 'thus breaking the force of the descent, and preventing injury to the apparatus or its occupants. If the descent is too ra id and the impact correspondingly severe, t e sudden increase of pressure will drive the corks or other plugs from the apertures and allow the air to escape, thus relieving the pressure and preserving the casings.

- lf the descent be upon water, said air-casings ratus.

will naturally assist in'sup orting the apparatus, and thus serve as additional buoyant supports or lthe appa- The air-cushions K K serve also as buffers. to effectually resist the injurious effects of any impact of the apparatus With' surrounding objects.

Referring to the depending attachment, shown in Fig. 7, which by means of suitable guy-ropes J is suspended from the car, the same. com rises' rinci ally two elongated cylinders L Wit re erably conical ends,

. arranged parallel an spaced apart, and having a light connecting web or y platform of fa ric s1milar,-t;o that of the aeroplane, or other suitable material. The cylinders ma be constructed of wood or some light meta,

` such as 'aluminum alloy or of impervious fabric ,l and each-cylinder may consist of a `number of separate sections united bylwater tight and air tight joints, the sections being detachable to permit packing. series of` transverse .bars may connect and kee the series'a artand form a su port for the abrio web. bove said attachment is an ob-v liquely-disposedv deviator-sail l?, consistin of a web or suitable canvasor other materia rendered im ervious to water, and connected slidably as y rings p to the diagonally opposite guy-ropes Jl, so that said deviator-sail may be elevated by means of draw-ropes p2 leading'up to the car above. The lowermost which will resistv semer l pair of the rings p may be' secured erma- I nently to the ropes J', the deviator-sai being thus capable of elevation only to the extent of its width as shown in Fig. 7. When the deviator-sail is not needed, the releasing of a draw cable p2 will permit the same todrop downward and lie inoperative u on the depending attachment. When e evated, as shown in Fi l and brou ht beneath the basket, said eviator-sail wi lserve as an obliqu'e abutment a ainst air currents to cause the airship to be eviated b the pressure of the air as the balloon travels forward under the impulse of the propeller, the balloon priesenting its front to the action of the wind. Beneath said de ending attachment is .suspended a fretar ator or dra sail Q of canvas or other material rendere impervious to Water, and having horizontal supportin bars g inserted in hems in its upper and ower edges and connected by guys g centrally beneath the dependin attachment, as shown. Leading downward om the lower corners of the drag-sail are ropes Q of any suitable length, which are adapted to serve the ordinary purpose of drag ropes in aeronautic operations beside keeping the drag sail in proper j connectin ro es or draft cable and surge reliever. T e raft cable, by which the anchor 'is connected to the car, is in two parts, the

adjacent ends of the linebeing connected to vpiston rods t t', the adjacent ends of which fe-preservers, or.

rods are provided with piston heads t2 t3 within a 'cylinder T. Between the pistonl heads and the cylinder heads springs are arranged and adapted to exert their force to maintain the piston heads normally in contact. Any tensile strain exerted upon the cable (as when the anchor en ages the ground) will cause compression of t e springs and thereby absorb the strains and prevent injurious effect b the sudden gripping ofthe anchor. The cy inder and its springs thus serve (as well as the air inside the cylinder) as a surgerelieven Air relief apertures t4 may be formed in the cylinder heads.

In operating the apparatus, the compartments a and a are filled with" gas and air,

respectively, the gas entering by one or both of he supply ducts I, and the airentering by the-duct G. The balloon will be of sufficient 'size sothat when the aeroplane; car and the apparatus will attain 'a state of quipoise in theair, and the envelop present a fully l developed surface. 4The pressure `of air in. the 44compartment a will not generally be much above ordinary atmospheric pressure, and may be readily increased or decreased, at will, by the operator by means of the 4pump within the cab.

lf little or no wind is blowing, the yaeronaut will 'of course depend upon his propeller to run the airship, having first dis osed the rudder to steer the same in the esired direction. Should a strong wind be blowing and favorable to the apparatus, that is if the airship is traveling in and with the wind, it

would be necessary merely to maintain the apparatus in its equipoised condition as long as the aeronaut desires to travel that way without gaining on the wind by employing the propeller. In such cases, the deviatorsail P is usually rendered inoperative by being lowered down upon the connecting web of the depending attachment, or drawn up and tied under the floor of the car.'

The aero lane, if secured as shown in Fig.

1, will not e affected while the balloon is in 'direction of inclination of the aeroplane.

Hence the aeroplane can be availed of either to maintain the apparatus at a substantially constant elevation, or to gain ascensional or descensional power, thereby avoiding the ejection of ballast in one case and the waste of gas in the other case. For example, as

.the airship travels forward under action of the propeller, the aeroplane being inclined forwardly and upwardly or in -the position shown in Fig. 2, it will serve to sustain the airship at substantially the desiredl elevation during its flight, notwithstanding loss of buoyant or ascensional power due either to leakage or to cooling of the gas within the envelop, or from other causes; since vthe wind exerts a lifting action or upward pressure which counteracts such loss of buoyant or ascensional ower. On the other hand, in the event o an undesirable increase of ascensional power, as by dilatation of gas under action of the suns rays upon the balloon or by loss of ballast, the aeronaut by transferring liquid to the forward pump D may lower the front end of the air-ship, causing the aeroplane to incline forwardly and downwardly so that the air will act upon its upper surface and counteract the tendency of the balloon to rise under such increased-ascensional power;`or, if the aeroplane is secured as shown in Fig. 2, the same effect may be gained by backing the propeller, or by steering the airship around so as to present itsl stern forward in opposition,

to the. wind. It will be seen that by means of the aeroplane, the aeronaut is largely enabled to control or maintain the desired elevation of the airship, or to obtain increased ascensional or descensional power to compensate for fluctuations in the buoyancy of the balloon from various causes, withoutcontinual throwing out of ballast and ejection of gas, the rapid consumption of which ordinarily prohibits any lengthy aerial journey.

In addition to the foregoing functions, the aeroplane serves also to retard any sudden ascent or descent of the balloon, resulting from loss of ballast or gas either from accidental or voluntary causes. For exam le, in the event of decrease of weight carrie by. the car, resulting in a tendency of the balloon to rise rapidly to a higher altitude, the aeroplane, assuming the position shown in Fig. l, will act as a kind of reversed two-winged parachute to retard sufficiently the ascension of the airship so as to give ample time to compensate for the loss of weight by an equivalent loss of gas. On the other hand, when the airship descends to the ground, or should there be any tendency to sudden descent .by accident, the aeroplane assuming a osition such as shown in Figs. 2 and 5 wou d act as a huge sustentator or parachute, insuring the safety of the passengers. By means of the aeroplane, the aeronaut is also enabled to maintain the balloon at -anchor in mid-air, 'the lifting action of the of different velocities, as well as to insure the working of the aeroplane `as a compensating device in case of such contingency as a breakdown in the machinery or the propeller, to maintain the balloon at the desired altitude, notwithstanding dilatation or contraction of gas, or other causes of fluctuation in buoyant capacity, or yet to insure the working of the aeroplane as a compensating device incase of such contingency as a break-down in the machinery or the propeller. In making use of this device, the aeronaut lowers to a suitable distance beneath the car the said depending attachment,which thus supports the dragsail in a stratum or current of different velocity from that in which the balloon travels; the balloon having first been caused to present its front either fore or rearward in opposition to the wind, so that the air is caused to pass either beneath or upon the aeroplane to produce an Iupward or a downward pressure to maintaln thevairship at the proper elevation without an expense of ballastor gas.

lBy means .of the deviator-sail P the aeronaut is enabled-to take advantage of aerial currents which are indirectly favorable, as

for instance, if the wind blows from the north or from the south and the aeronaut desires' to travel northeast or southeast, ln this casefhe simply raises the depending l attachment under the basket, and after .rendering the drag-sail Q inoperative by pulling it under the depending attachment, e secures the deviator-sail P in a proper position. between'the suspension ropes of the depending attachment; and "he then directs the course of the airship against the wind by the use'of the rudder and pro eller as if movin forward in a calm atmosp ere;

' and the airs 'p will thereby move to the right or to the left of the direction of the wind according to the parallelogram of force, one force (that imparted by the propeller) pushing the airship toward the south or north,

while` the other force (that imparted by the wlnd on the deviator) pushing the airship Y toward the east or West.

' of the country over which the balloon l should say that with the present device l rely princi ally on the knowledge and use of the regu ar atmosphericv currents,` both lsuperior and lnferior, aswell as'on the trade 'winds and monsoons to reach any desired point, if the envelop of the balloon is made s'uiiciently impervious to stand several days l and evena week, without appreciable loss OLbuOyancy vby endosmosis.

The direction followed by the 'balloon when in a cloud or a fog obstructing the sight travels, or yet when the balloon travels over the sea, is given by the suspension ro es to which the drag-sail Q is secured, sai suspension ropes acting as a sort of trail. rl`he aeronaut, to ascertain the direction followed f by' the balloon, has only to'report the trailing line upon a protractor, and by that means he 1s enabled to alter the course of.

the balloon the proper way.

When traveling over sea the aeronaut may vwish to retard the motion of the balloon to wait for some vessel or to keep on observa-I tions or patrol duty on a selected surface insuch a case the drag-sail Q is lowered into the lsea where the attachment acts as a loator support while the sail acts asa drag to retard the motion of the balloon, and in the 'same time to maintain it in mid-air, notwithstanding a loss of ascensional power, if .the aerol plane, as shown in Fig. 1, 1s disposed so as to e acted upon by the prevailing wind, or if l lt will be observed that my present inven- 'gated balloon anda ileXible senesi means to stay in mid-air as long as wanted, notwithstanding strong wind, loss of gas or loss of ballast. y

When the aeronaut has `attained the endj of his voyage and descension begins, airis forced into the compartment a to re lenish it and maintain rotundity of the in atable body, and if the su ply of air is'not sufficient to maintain the fullhotundity, by reason of a reatloss of gas, as the apparatus descendsf iarther and farther down, the draw-cords c f are brought into action and the rods A1 -and A3 are drawn toward each other, decreasing the area of the compartment 'a and thus maintaining the rotundity oi the balloon.

tion makesp'ossible a long aerial voyage, in view of the rovision for raising or` lowering the air ship y means of the aeroplane, so as to nd out, at any time, the direction of ythefgg aerial current above or below the line of travel, in order to utilize the superior or inferior aerial currents for propulsion, thereby saving an expense of fuel, and in view of the advantages realized by the aeroplane in affording increased ascensional` or descensional power, thereby saving an expense of ballast or ol" gas; so `that it is only necessar for the car to carry a moderate supply of fue ballast and gas, such as suited to the carrying ca acit'l `of the airship. l

twi l be understood that'the apparatus is susceptible of various modiiications in details` of construction and arrangement without departing from -the scope of my invention which is capable of embodiment in other iorrns than herein shown andspecially that the aeroplane as a' compensating device, could be rendered inoperatlve, when desired, y loweringY by any suitable arran ement of pulleys an ropes, the two stay-ro s 7'3,`so as to brin them 'andthe aeroplane directly under an parallel to the stay-rod-Az, as a kind Y of depending attachment or vertical plane.

Havin thus fully` described my 'invention what l c aim as new ,and desire to secure by Letters Patent of the United States, is;

1. An aerial apparatus comprising an elonongitudinallydisposed 'aeroplane carried thereby, said aeroplane having its medial line and sides substantially lined relative to the balloon and adapted to Hex or curvefbetween said medial line and sides, whereby said aeroplane is reversely operative by air-pressure, beneath or above the same, exerting a lifting or a lowering force accordingly. r

2. An aerial apparatus comprising ari-elongated balloon, an aero lane of flexible mae, terial midwis'e secured on itudinally to the 12E middle of the under side o the balloon, and f. means securing lthe sides of said aeroplane, allowing an `upward or downward ination of the aeroplane under action of the air pr wind against its under or upper surfaces.

'iso

3. An aerial apparatus com rising an elongated balloon, a car sus en and an aero lane of exib e material secured lon itudina y midwise to the under side ofl the alloon and having its opposite sides connected to the suspension ro es of the car, thereby holding said sides of tllie aeroplane in relative fixed position, and allowing inflation thereof by the action of the air either beneath or above the same.

'4.- In an aerial apparatus, an elongated` buoyant body, a car sus ended therefrom by suitable means, -a flexible aeroplane secured longitudinally midwise to the under side of sai( body by an angular gore supporting it at an angle to the baoon to give it the proper inclination and concur in keeping the apparatus to the Wind, and vstay-rods secured to the outer side edges vofsaid aeroplane, and means for maintaining said stay-rods a art, to insure l{ropei action of said aerop ane, substantia .as described. i

5. An aerial apparatus comprising an elongated'balloon, a car suspended therefrom, a

. ongitudinal aeroplane arranged between the car and balloon, and a dragsail and means for suspendino` he same beneath the car.

6. An aerial apparatus comprising an elonated balloon, a car suspended therefrom, a on itudinal aeroplane between the car and ba oon.'a depending-attachment with means ed therefrom,

for suspending the same below the car, and a drag-sail suspended from said attachment.

7. An aerial' apparatus comprising an elongated balloon, a car suspended therefrom, a rudder and a propeller with means for' operating the same from the car, and an obliquelydisposed deviatorsail, with means for rendering the same o eratlve or inoperative, whereby an indirect y-favorable wind can be availed of by' employing the resultant of forces exerted by the propeller and by the Wind on said deviator-sail when the apparatus is 1pointed to or with the wind.

8. n an aerial a aratus, an elongated balloon of cylindricalpfb-rm with conical ends, an aeroplane secured longitudinally midwise to the lower side thereof and sidewise to the car suspended from they sus ension ropes, a bal oon, and a dependin attachment 'suspended from the car for t e purpose of supporting a drag-sail at a sufficient distance beow the balloon to insure retardation of the course of the airship, substantially as described.

In testimony whereof I affix my signature, in presence of two witnesses.

l CHARLES J. A. FIEssE.

Witnesses:

OsGooD H. DoAREL, CHAs. R. VAN HORN. 

